Charging and discharging apparatus.



H. A.CARPNTER, RAL. HIBBARD & A. WARNER..

CHARGING AND DISCHARGING APPARATUS. i

APPLlcAT|0N F|LE-Q Dc.2, 1914. 4 I

' Patentedl Feb. `15, 1916.

S'SHEEIS-SHEET 2.

THE COLUMBIA PLANQGRAPH C0., WASHINGTON, D4 c.

H.A.CARPENTER,R.LH|BBARD & A.vw WARNER.

' CHARG|NG AND nlscHAAGING APPARATUS A APPLICATION FILED DEC.2| 1914. v 1 1 7 1 ,4 1 Iti A Patentedv Feb. 15, 1916.

5 SHEETS-SHEET 3.

`FIG.9.

I--l HH www N I m@ THE www PIANOoWl-l O0.. WASIIINONN, D. c,

H. A` CARPENTER, R. L. HIBBARD & A. W. WARNER. CHARGING AND DISCHARGING APPARATUS.

APPLICATION FILED nmz, v1914.

Patented Feb. 15,1916.

1,171,414. SHE T; H

H 'VI ThE coLUMBxA PLAQIOURAPH co., WASHINGTON, D. cv

R. A. CARPENTER, R. L'. HIRRARD R. A. w. WARNER.-l

CHARGING AND DISCHARGING APPARATUS. l

APPLICATION FILED DEC.2 1914.

THE COLUMBIA PLANGURAPH C0.. WA'SHINGTDN. D. C.

Patented Feb. 15,1916..

. 5 SHEETS-SHEET 5.

"-nNiTnn sTATEs PATENT ernten. i

HENRY A. cAErENTER, EoBEnT n H'I-EEAED,AND ARTHUR w.wAENEE, 0E' sEwIcK- LEY, PENNSYLVANIA, AssreNons ToErTER-coNLEY MANUFACTURING coivrrANY,

vE PITTSBURGH, ,rENNsYLvANIA AcoRroEATIoN 0E NEW JERSEY.

CHARGING AND -nIscHansa:Na ArPAEAT'Us.

" To all whom @'25 may concern.'

Be it known that we, HENRY A. CARPEN- TER, ROBERT L. HIBBARD, and ARTHUR W. lVARNER, citizens of the United States, residing at Sewiclrley, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Charging and Discharging Apparatus, of which the following is a specification.

rlhe prime object of our invention is to provide new and improved means for operating discharging and charging apparatus particularly designed for use in connection with the manufacture of gas, and the present invention particularly relates to means for controlling the operations of the various electric motors employed for operating the parts of the apparatus. y

The apparatus employed in 1 connection with our present inventionrelatesto that class of charging and discharging apparatus described in pending applications for4 patents, Serial No. 530,383, filed November 29, 1909, and Serial No.774r844, filed February l5, 1913. The apparatus therein shownV is especially designed for ,charging and discharging horizontally disposed retorts arranged in 'rows in various gas benches constituting a stack of benches.

In operating gas generating apparatus of this character, it is customary to charge and discharge the retorts intermittently at predetermined intervals. To enable this result to be readily obtained, various means are employed for performing the necessary operations to produce the result. For instance, one of the essentials is to provide for the travel of the charging machine along the stack `of retorts, thus'enabling themachine to be positioned opposite any desired vertical row ofretorts within the stack. As it is impossible that the charging mechanism be positionable opposite each particular retort of such vertical row at the same time means areprovided for raising or lowering the charger, thus enabling the charge of coal to be introduced to anyfvpredetermined retort of the row. This particularV means vis more particularly referred 'to as `the hoist mechanism, and while this means is ,l anism at proper times, will enable` the Specification of Letters `Patent.

charger to be positioned opposite any predetermined retort of the stack.

The general idea of applying independent travel and hoist mechanisms is disclosed and more particularlyl claimed in the-said companion application, lSerial No. 530,383, in addition to which said application discloses variousmechanisms for providing a cycle of operations which areemployed in the charg- .ing operations, this Vcycle being .substantially automatic and comprising the following successive steps: (a.) move the carriage forward,l (b) invert the scoops to dump the charge, (c) reverse the movement of the carriage to withdraw the scoops, and (CZ) aright thescoops, thesevarious operations being provided .by the use of independent scoop and carriage' mechanisms, each inotordriven, andhaving controlling devices by means of which thev sever-aloperations will be automatically brought into action. 'In addition, the.-saidcopending applicat-ion discloses a feeder mechanism by means of which a new charge of coal may be placed ini the ycharger by thel operator, suitablek controls being provided forV this purpose. The present. invention retains thesegeneral features ofthe traveland hoist mechanisms, together with the charging cycle referred to.v However, the'general control referred to h'asbeengreatly elaborated in the present invention with aview to proratentearet. 15,1916.'

Application led December 2, 1914. v Serial No. 875,208.

vidinfr for Greater securit yagainst vdanizwl :fb D Y 2D D ing the equipment,l as well as. increasing the cycle of charging operation 1n order to reduce the liability of the'operator accidentally or .intentionally disturbing they Sequence of operations which go to increase the eficiency of the apparat-us. One addition is the inclusion of a wing structure specifically described in the companion` application,-.Serial No. 748,644, referred to, this mechanismperforming'the function of malrf ing a substantially dust-proof yconduit for the coal from the hopper to thecharger, and the additional function of actingtosome extentin shaping the charge as the coal is deposited vwithin the charger. The particular feature of this latter mechanism in the present application isinconnection with the particular Ycontrol mechanism which isfemployed to v.include it/within' the cycle, this mechanism beingl adapted to be operated at i y predetermined times in the cycle of operations, its normal position providing the closed conduit, and its operation to open the inclosing wings providing the first step in the automatic cycle.

Another feature is the use of a plurality ofautomatic controls, each acting in connection with the individual mechanism of which itforms a part and bywhich it is given a movement to carry it through a control cycle, certain of the controls cooperating with other mechanisms for the purpose of providing timing elements in bringing the mechanisms into predetermined operations sequence; included in the latter is the ability to automatically rearrange circuits to by-pass safety devices which are effective at the start of a mechanism operation.

Another feature is to include the feeder mechanism as a part of this automatic operation, thus automatically placing a charge in the charger ready for further operation without requiring special attention of the operator and thus enable him to give his undivided attention to the travel movements in moving from one retort to another while the feeder mechanism is in operation, and thus provide a saving in time in the general operation.

Another and very important feature is the provision of meansV which will enable the operator to aline the charger in proper position opposite the retort to be charged, this means including signals which will enable the operator to determine the proper adjusting movements to be made by the travel mechanism in order to provide this alinement without the necessity of visually noting the relative positions of the charger and the retort to be charged. This is an important feature in view of the saving of time and of labor in placing the charger in position, and further reduces the liability of the operator beginning the cycle of operations while out of proper alinement, this latter being prevented'by employing this alinement mechanism for the purpose of completing the circuit which starts the initial step of the charging operation, so that the automatic charging cannot take place until the alining mechanism is in appredetermined position with respect to a row of etorts.

Another feature is the ability to operate these several mechanisms independently, but with the circuit connections so arranged that independent operation cannot take place while the apparatus is set for automatic operation, this being an additional safeguard against accidental manipulation by the operator.

The various mechanisms are operated by independent electrical motors, the operations of which are provided by the opening and closing of motor circuits, either manually or automatically, thus placing the entire control of the operation in the hands of an operator whose work is simplified through the use of various safeguards and other protective devices so as to greatly reduce the liability of accidental errors .in operation or intentional operations which would tend to damage the equipment.

Various other features are indicated hercinafter, all cooperating to provide for etliciency in operation with a possibility of a reduction in the cost of the gas producing` operation.

To these and other ends, the nature of which will be readily understood as the invention is hereinafter disclosed, said invention consists in the improved construction and combination of parts hereinafter fully described, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

ln the accompanying drawings, which illustrate one application of our invention, and in which similar reference characters irdicate similar parts in each of the views, Figure 1 is an elevation, largely diagrammatic, of a charging and discharging apparatus showing the relative positions of the parts and the several motors employed; Figs. 2 and 3 are diagrammatic views taken at the top of the apparatus and particularly f.

showing the feed wires, trolleys, and contact members; Fig. fl is a diagrammatic view particularly showing a platform, controllers and signaling lights carried thereon; Fig. 5 isa detailed vertical sectional view of a switch mechanism; Fig. 6 is a part plan and a part sectional view of a contact member carried by the frame of the apparatus; Fig. 7 is apart sectional and part elevational. view of the member shown by Fig. 6; Fig. 8 is a diagram showing a complete cycle of operations; Fig. 9 is a diagrammatic view illustrating the travel and hoist motors and the various electrical connections therefor; and Fig. l0 is a view similar to Fig. 9 showing the wing, carriage, scoops, and feeder motors, and the various electrical connections therefor employed in our improved system of control; FiO'. ll is a diagrammatic view indicating the wing structure, the forward wing being omitted; Fig. l2 is a side elevation of the parts shown in Fig. 1, portions of the scoop and carriage mechanism being shown in dotted lines; Fig. lf2?- is a detailed view of the wing motor automatic switch.

Referring to the drawings, and first to the diagrammatic views of Figs. l, 2 and which illustrate discharging and charging apparatus and operating mechanisms, with our present inventionshown in connection therewith, l designates the frame of the apparatus mounted on wheels 2, and designed to travel on a track 3 disposed in front of a stackof gas benches. A. portion of said stack of' benches is indicated by the numeral 4 (see F ig. 3). Travel of the frame along the track 3 is effected by means of a travel motor 5 and intermediate mechanism located between the motor and the wheels 2. Travel motor 5 is connected with and receives current from feed or line wires hereinafter described. In connection with the motor 5,'we employ a brake 6 andactuating means for said brake, said actuating means including a solenoid 7. 4Said travel motor controller is designated bythe numeral 8, and is mounted on an operating platform 9, the latterbeing suspendedV from the main frame 1 of the apparatus by screws 22.

At the top of the apparatus, we provide a coal bin, shown in dotted lines, from which coal is fed into a telescopic chute 10, andV for the purpose of controlling the feed of coalor fuel from the 1cin to the chute, we provide a motor 11 and intermediate mechanism including gearing 12 and a crank 18, the latter being connected with a rod 14, said rod hav-v ing its lower end connected with a gearsector 15. The sectors 15 and 16 are respcc tively mounted on shafts 1T and 18,'and the latter' are connected with gates, shown in dotted lines, ofthe feeder mechanism. The feeder gate mechanism, in addition vto the parts, enumerated above, includes va wormshaft 19 located in a casing, said wormshaft being'provided with a brakev operated by solenoid 20. v

r1`he charging and discharging apparatus as fully described in the applications aforesaid, comprises, in addition to the parts described herein, a charger and discharger proper, preferably comprising scoop members mounted on a carriage and adapted to be entered and withdrawn frompthe retorts of the stack of benches whereby coke is discharged from and fuel introduced to the retorts; closure means or wings for preventing the escape of dust, etc., located between the discharge end of the telescopic chute and the scoops; together with separate motors for operating the wings, carriage, and scoops. All of the parts or mechanisms just mentioned are adapted to be moved vertically with respect to the frame ofthe apparatus andrelatively tothe benches in order to bring the' charger. and discharger into the proper alinement with the various retorts of the benches. As illustratedherein, these means are supported from or by girders 21, which girder's are adapted to be raised and lowered by means of screws 22 operated by a hoist motor 23 provided with a controller 24, and intermediate mechanism, fully de-l scribed in the applications aforesaid. Asr herein shown, the carriage carrying lthe scoops of 'the charger Yand discharger is mounted on wheels 25 designed to travel upon track 26, the latter being supported by the girders 21.

2T, 28 and 29respectively, designate thcwing, motor, the lcarriage motor and `the scoop1motor-V ln practice, the vertically disposed screws 22 are in operative engagement with the hoist motor V23. A s illustrated, the screws 22 are connected by means of a worm shaft 30 disposed in a casing 30, and other connections, not shown. VThe worm shaft is equipped with a brake, controlled by a solenoid 31, adapted lto release the brake whenever hoist motor 23V operates, and apply the same when current to the motor :is broken. lvfotors 27, 28 and 29 are also equipped with brake-operating solenoids 32, 33 and 34, which together with solenoids 7 and 20 of motors 5 and 11 above referred to, operate to apply and release their respectivev brake mechanisms in a manner similar to that of solenoid 31 just described.

The wing structure shown diagrammatically in the companion application Serial No. 748,644 is shown diagrammatically in Fig. 1. A simplified arrangement is shown more particularly in Figs. 11, 12 and 12, in which side wings 140 andforward wing 140a are shown as operatively connected to a pair of segments 142 by connections 141, the segments ,142 being geared together andadapted lto be operated by motor 27 through connections which include a crank and a rod connecting the crankto one of the segments. As will'be understood, the closed position of the wingsare shown in Figs. 11 and 12, the wings being vmoved to open position by the rotation of the crank through half its revolution, this latter raising the wings to their openposition, this formingv the first stage of the wing action hereinafter 'referred to, the second stage of operation of wing motor 27V continues the movement of the crank and restores the parts to the posi:- tion shown in these views.

As 'shown in Fig. 9, travel motor 5 and hoist motor 23, together with their respective controllersv 8 and 24, are in circuit with main 110 4trolley lines A, B and C, and in order to prevent either motor from operating until the charger and discharger is entirely With- Y, drawn from the retorts, we provide a safety switchcommon to both controllers, and which may be located atf anyconvenient point-.on the apparatus, such for instance, as

at the rear end of thel scoop carriage. The

, hoist controller 24 is of the single speed reversible type, while controller- 8 is a two- 120 speed reversible, its motor 5 being pro-vided with three commutator rings wired to in-y clude a resistance box 36 through which the induced currentfin the armature is madetov n pass when the motoris lrunning on low or 125 first speed. '/Vhen the motor is running on high or secondV speed, the resistance is cut out at' points a, Z1 and c incontrollerS.` Gontrollers 8 and24 are both manually operated and are locatedat the left andv right 13.0 i

hand ends, respectively, of platform 9, as shown in Fig. 4. rlhis particular arrangement of travel and hoist mechanisms is generally along the lines of that indicated in the companion application, Serial No. 580,- 888, the various features being more particularly claimed in a division o-f that application filed @ctober 8, 1914, Serial No. 864,- 7 87 consequently these features are not specilically claimed in the present application.

Motors 27, 28, 29 and 11 are each provided with solenoid operated switches 87, 88, 89 and 40, respectively. The switches 87, 88 and 89 each include two solenoids, one of which causes its motor to operate clockwise, and the other in the reverse direction, while feeder motor switch 40 has but one solenoid and is non-reversing. In addition to the switches just referred to, motors 27, 28, 29 and 11 are each provided with a manual controller 41, 42, 48 and 44, respectively, and said controllers are in turn directly under the cont-rol of a master controller 45, through the medium of which the entire cycle of operations shown diagrammatically in Fig. 8 may also be made to follow each other automatically in proper sequence, in a manner to be presently described.

rlChe apparatus also includes a feeder drive switch 46, wing drive switch 47, two wing shaft safety switches 48 and 49, carriage screw switch 50, and scoop drive switch 51, all of which are located at convenient points and operated by their respective moving parts. The function of switch 48 is to prevent carriage starting unless wings are raised, while switch 49 prevents the turning of the scoops when the wings are closed.` Both of these switches are operated simultaneously with the movement of the wings. rlhe other switches above referred to automatically open and close the various circuits during the operation of the device.

By reference to Fig. 4, it will be seen that controllers 41, 42, 48, 44 and master controller 45 are mounted upon platform 9 which also carries at one end adjacent controller 8 a system of three signal lights 52, comprising a central white light 58, with a red light 54 and a green light 55 located on opposite sides thereof, the object of said lights being to indicate to the operator the position of the apparatus relative to a stack of retorts; that is to say, the red light indicates the apparatus is ytoo far to the left, the green light too far to the right, and the white light, that it is centrally in line withv the retorts in position for the charger' and discharger to enter therein.

'By reference to Figs. 2, 8 and 10, it will be seen that the arrangement of the wiring and operation of the lights is as follows: Each light has one contact connected directly to a wire 56 leading to one of the main trolley contacts E traveling on main line wire B, the other contacts being connected to circuit breakers 57, 58 and 59 connected to a wire 60 leading through trolley F to main line wire C. As shown in Figs. 2, 8, 6 and 7, each of the circuit breakers 57, 58 and 59'comprises a roller 61 carried upon a bracket 62 secured to the forward face of main frame 1 near its top and centrally in line therewith and adjacent the retort bench 4. Each of said rollers comprises a central core 68 composed of insulation and provided upon its opposite ends with contact caps 64 and 65. These caps are trunnioned on harps 64 and 65 insulated from each other by insulation 66 and 67 and held together by insulated bolts. Suitable binding posts are provided to connect harps 64 and 65 to wires 56 and 60, respectively. Caps 64 and of rollers 61 are adapted to bear against contact members 68 secured to the face of the retort bench 4 and insulated from it, adjacent frame 1, centrally in line with and above each vertical row of retorts.

As contact rollers 58 and 59 are located on eaclr side of and out of line with roller 57, it will be been that when the circuit is completed through either of the rollers coming in contact with its correpsonding contact member 68, the light will indicate to the operator the position of the charging` apparatus with reference to the row of retorts, as hereinafter described. A fourth contact roller 69 is located directly below roller 59 but in line with white light roller 57 and is adapted to engage a contact member 7 O also secured to the face of bench 4, which mechanism is adapted to make and break the main circuit controlling the operation of the charger and discharger, simultaneously with the opening and closing of the circuit leading to white light 58, thus rendering it impossible to operate the charger and discharger until it is centrally in line with a row of retorts. Should it be desired to operate the charger and discharger when it is away from the retort benches, the main circuit may be closed by means of a switch 71 located upon platform 9, between controllers 42 and 48, (Fig. 4). Any preferred form of switch may be used for this purpose, such for example, as that shown in Fig. 5, comprising a casing 72, provided with spring contact fingers 78 adapted to bear upon each side of a vertically movable contact point 74 normally held up and out of engagement by means of a spring 75. Said switch is only used to close the main circuit when it is desired to test the machine away from the retort benches, and will not be further referred to in describing the operation of the device.

Platform 9 also carries a junction boX 76, (see Fig. 4) provided with a goose neck 77 through which the main wires and those to return to control on main frame work lead by means of a iexible cable, and' from which boX the wires are distributed to the various motors, controlling` lthe charger and discharger, but for the purpose of better illustration, said box` has been omitted from Fig. `10.

The'main trolley lines A, B and C are provided with a circuit breaker or main cutout switch G, and current is appliedlfrom said wires to the various motors above referred to through trolleys D, E and F as follows: Line A is led direct through wires 78, 7 9, 80 and 81, respectively, to motors 27,

28, 29 and 11. Lines B and C are l'ed direct to the four solenoid-operated switches 37,

38, 39 and 40, and from thence to motors 27, 28, 29 and 11, when a switch solenoid is caused to operate. It will be'understood by those skilled in the art that 'switches 37, 38 and 39 being of the reversing type, the corresponding motors may be caused to rotate ineither direction, while feeder solenoidr follows: The operator iirst hoists the scoops to the desired elevation and then travels the machine toward the retort to be charged; he then opens the retort and continues to travel a short distance until the white light 53 shows. Should either the green or red light show, it indicates that the scoops are not centrally in line with the retorts, and he then moves 'either forward or back as indicated by the color of the light until the white light shows. up safety circuit ,is closed through contact 69 and the apparatus is in condition to perform the cycle of operations shownv diagrammatically in Fig. 8. In this diagram, J indicates a period corresponding to the opening of the wings, which action takes them o ut ofthe path of movement of the charge and leaves the carriage ready for its forward movement, this latter being indicated at K; as shown in the drawings, these movements may overlap, it being necessary only that the wing shall have had sufficient time to clear the charge before the carriage begins its movement. As the movement is dependent upon the movements of a safety switch operated by the wing mechanism (as hereinafter referred to) this overlapping action is readily controlled. The carriage completes its forward movement at the end of which the scoops are inverted, this action being represented at L, and this inverting action is followedy by a return movement of the carriage, as ,indicated at M, the return movement being with the scoopsV in their inverted positions. The

Being thus centered, the line` scoops are arighted atthe eind of the carv vriage return movement, this being indicated at N, and this action is followed by a return of the wings to their closing position, this latter being indicated at O. As the wings do not reach their final position iminedi.y ately, the beginning ofthe wing-closing operation may take place .during the. latter moments of the scoop-arighting operation, this being indicated bythe overlapping.

Thiswing-closing-action' places the mechanism in condition to receive the succeeding charge, vand this 1s provided by the operations of theifeeder motor, this latter operation being indicated at P. As shown, the wing-closing and feeder-operating steps may overlap, thus' saving in the time of operation, the wings reaching their closed position before they charge actually reaches lthe scoops. As will be obvious,'the apparatus may begin its travel movements without waiting a completion of the feeder operation, and this is indicated at Q.

-The cycle of operations just described be-l ginning with J and vending with l? may be performed automatically 'after` wing motor 27 has been started, by al proper setting of the master controller' 45. The master controller, howeveris also arranged to lpermit of manual control ofthe several motor operations individually. ",.While, as shown in Fig. 10, the circuits are so arranged that motors 27 and 29 operate in the same direction during the successive operations of these motors when they are operating under the automatic operation, the manualfcontrols 41 and 43 for these motors 'are so arcontrol, but only one of said points being 7 active in the automatic control.

An inspection of Fig. 10 will indicate that the circuits are so arranged that after the automatic action has been started by the movement of manual vcontrol 41, none of the manual controls are effective in the several circuits, said control 41 being effective simply by reason of" its use in starting the automatic operation; nor canany two of the motors 27, 28, 29 and 11 be rendered yactive concurrently when such concurrent .activity 1 would provide conflict inthe sequential operation; as shown in Fig. 8, concurrent activity may be had, but this activity is only when the mechanisms operated by the motors are in positions where lno damage to the equipment can result from such concurrent action. These results areobtained through the particular 'circuits and make-and-break devices employed, and act as safeguards against an operator injuringl the apparatus by operating a wrong controller. The various'circuits, switches, controllers,y etc., by which this cycle of operations just described may be performed, are shown'diagrammatically in Fig. 10, the manner in which the various circuits are completed for the auto matic operation being as follows: A t this point,` it should be noted that each of the automatic vcontrols 46, 47, 50 and 51 are movable in synchronism with the mechanisms of which they form the principal control; in addition, the safety devices 48 and 49 are also movable with the wing mechanism, the make-and-break points of these devices being adapted to close the circuits in these devices when the wing mechanism is in predetermined positions. s

Assuming the apparatus to be in line with a retort which it is desired to charge, this fact being indicated by white light 53,' with the yscoops aright atv the proper elevation and containing a charge of coal (the positions indicated at X, switch 51) with the carriage back (the position indicated at WV, switch 50), and with the wings closed (the position indicated at Y, switch 47), (in these positions, switches 48 and 49 will have the circuit broken therein at the make-andbreakpoints), the operations will be as ollows; each of the several manual controllers, including the master controller, are assumed to be in circuit breaking positions asis the switch 46.

Assuming the charging operation to be automatic in its action, the master controller 45 is first shifted so as to bring the line of automatic contact points indicated at R in proper position with respect to the contact lingers of the controller, this action providing certain connections of lines and leads which will be more particularly pointed out, one of the principal connections being .that from line lead A. to the master controller through lead 82, thus bringing one of the main trolley leads to the master controller. This action completes a starting circuit with the exception of one point, viz., the wing manual controller 41, so that when the operator is ready to start the charging operation, it is only necessary that this manual controller 41 be manipulated to close this make-and-break point, whereupon, the sequence of operations begins.

W' hen the operator provides a movement to the handle of manual controller 41 toward the right (a movement toward the left would be ineffective with the master controller in this position), a circuit is completed from main lead A to main lead B as follows: from line A to lead 82, master controller 45, lead 85, carriage control 50, lead 86, scoop control 51, lead 87, wing control 47, lead 88, mastercontroller 45, contacts 89, lead to point 84 on manual control 41, through said control to point 83, lead 91, solenoid 92, to line B, the completion of this circuit acting to energize solenoid 92 andto complete the operating circuit for wing motor 27, which then begins its operation, the movement of which acts to move the automatic control 47 and switches 48 and 49. As will be seen, the completion of this circuit was possible only by reason of automatic controls 59 and 51 being in certain positions, these controls `having make-and-break devices operative in this circuit so as to prevent a start or. the sequential operation unless the carriage and scoop mechanisms are in certain predetermined positions. As will be understood, after the operation has started, these sa'leguards relative to the carriage and scoopmechanisms maybe by-passed, since the movements otx these parts from these predetermined positions is dependent upon the operations oftheir respective motors. Ad vantage is taken of this fact by rearranging the wing motor circuit after the wing motor has started operation, the opcrfL i' retaining the initial circuit closed at the manual control 41 until the rearrangement is completed. This rearrangement is had by breaking this initial circuit within the wing automatic control 47, this brealr being had by the fingers coasting oil or" the contacts of leads 87 and 88, the new circuit being established through the bridging of contacts which form terminals of leads 93 94 in this automatic control 47, the rearranged circuit -running from lead line A. through lead 82, master controller a3, lead 94, control 47, lead 93, to point 83 of man ual control 41, lead 91, solenoid 92, to line B, thus retaining solenoid'92 energized and continuing the operation of wing motor 27 until the iinger of control 47 which coactf` with the contact of lead 94 coasts ori oithat contact and breaks the circuit, whereupon, the wing motor comes to rest. As will be seen, the rearranging of this wing motor circuit has entirely by-passed both carriage and scoop automatic controls.

As shown by the timing diagram ot' Fig. 8, the wing and carriage forward operations overlap. This action is provided by closing a circuit for the carriage motor in the wing automatic control 47, this beine provided by bridging the terminals or" le 95 and 96 during the latter portion of tl e travel oie thev wing control heretofore described. This action completes a circuit from line A to line B as follows: line A., lead 82, master controller 45, lead 9G, wing control 47, lead 95, to switch 71 (to which the make-and-break device G9 is attached), the circuit continuing through lead 97, circuit malre-and-break device 69, lead 98, to point 99, from where it passes to safety switch 48 through lead 100 which was connected with lead 101 by the movement of the wing mechanism as heretofore referred to, and thence from lead 101 to solenoid 102, and to line B. The completion of this circuit energizes solenoid 102V with the result that the motor circuit for carriage motor 28 is closed to operate the motor in a direction to drive the carriage forward. In connectionwith this particularcircuit, several features are present, as follows: The circuit can only be completed when .the wing mechanism has reached a predetermined point in its operation, thus providing a lsafeguard against premature movement of the carriage. rllhe circuit can only Ybe completed when the make-and-break device 69 is in proper position, thus insuring that `the scoops are lined up with the retortto be charged. The circuit is entirely independent ofthe carriage automatic control 50, and is also independent of the manual controller 42, the time control being provided entirely by the wing mechanism operation.

As heretofore stated, the wing motor comes to rest as the. circuit vto that motor is broken between lea-ds 93 and 94, this breaking of the circuit stopping the drive Vof motor 27 and permitting it and its mechanism to coast to rest, this resting position being indicated by the line YY in wing con-v trol 47 as shown, this action has also caused the circuit for the carriage motor just described to be broken between leads 95 and 96 thro-ugh fingers coasting off the contacts.

.Howeven activity of the carriage motor just described had'the effect to begin the operations ofthe carriage motor to drive the carriage forward, this action causing the movable parts of carriage automatic control 50 to move through thelsynchronous relation between the carriage mechanism and this control, the result being that a movement is provided which brings lead `85 into connectio-n with lead 103 of the carriage control 50, this taking place as, the circuit through control 47 is broken. VThe bridging of leads 85 and 103 in control 50 Vresults in completing a circuit through a solenoid 102 as follows: line A, lead 82, mastery controller 45, lead 35lead 103, scoop control 51, lead 104, to the point `99, from which.

point it continues to line B in the manner referred to in connection with the previous circuit, viz, lead 100, safety switch 48, lead,v

101, solenoid 102, to line B. As will becseen, this action has had the eect of rearranging the circuit for solenoid 102, the control of the circuit being shifted from wing automatic control 47 to carriage automatic control 50, and at the saine time, a by-passing action has been had with respect 4to the make-and-break device 69 of the safety lineup, this latter eliminating any liability of the carriagemoto-r circuit being broken by jars, etc., which might disarrange the makeand-break at point 69.y vAs will-be readily understood, while the carriage motor circuit isoriginally completed through and controlled by the wing control 47, 4and thus causes the latter to provide the proper timingpoint inthe cycle of operations, therearranging of thel circuit vtransfers this control from wing control 47 into carriage control 50, so thatthe stoppage of the-wing control is immaterial with'respeet to 'the carriage motor circuit, the automatic control for that circuit being transferred to the control 50 which is operated by the carriage mechanism..` The carriage motor continues its operation4 until the circuit is broken'bewhen the carriage forward movement is completed, thus causing the scoops to be in a predetermined position within the retort be'- fore the invertingmoveinent takes place. This timing is provided within the carriage control 50, the circuit which controls the energizing of thesolenoid which completes the scoop motor circuit running Afrom line j A to line B as follows: line A, lead 82, master controller 45, lead 85, carriage control 50, lead 105 g (which becomes active after the circuit is broken between leads l85 and 103), scoop automatic control 51, lead'106, safety switch 49 (which was'brought to a position to close the break between-leads 106 and 107 during the operation of the lwing mechanism), lead 107, solenoid- 108,

and from thence to line B, thus energizing solenoid 108 and closing the circuit lto the scoop, motor 29, which has the effect of starting the scoop inverting operation and at the saine time starting the movement of the scoopcontrol 51. As this circuit is .completed only. through carriage control 50, itv will be' understood that the latter provides aA timing action in this circuit effective to prevent operation of the scoop motor until the carriage mechanism has reached a predetermined position. This operation of the scoop motor continues until .the circuit. is broken between leads'105 and 106m the'scoop control 51, through the coasting of the fingers ofthat control off of the contacts ofl these leads, Athus breaking the scoop motor circuit, after which the parts coast to a position where the scoop control comes to rest with the'coacting parts on .the line XX of the scoop ,control 51 this completingthe scoop inverting operation. As shown in Fig. S, this scoop inverting operation is immediately followed by the return movement of the carriage, this latter being provided through completing a circuit from line A to line B as follows: line A, lead S2, master controller 15, lead S5, lead 110 (carriage control 50), scoop control 51, lead 109, safety switch 18, leadr111, solenoid 112, to line B, the completion of which circuit energizes solenoid 112 and closes the carriage motor circuit in a manner to reverse the direction of travel of the carriage motor from the previous operation, which action has the effect of withdrawing the carriage from the retort and returning it to its back position. As will be seen, the completion of this circuit is dependent upon the bridging of leads 109 and 110 in scoop control 51, leads 85 and 110 having been previously bridged. As a result, the scoop control 51 acts as a timing element in controlling the carriage return movement, insuring that the carriage will not begin this movement until the scoops are in the desired position. This. return movement of the carriage continues until' this circuit through solenoid 112 is broken in the carriage control 50 through the break between leads 85 and 110, this break permitting the mechanism to coast to position which leaves the parts on the line W on control 50. ln reaching this latter position, a circuit is established to provide the scoops arighting operation which, as shown in Fig. 8, follows the carriage return, this circuit being completed as follows: line A, lead 82,

master controller 15, lead 85, carriage control 50, lead 86, scoop control 51, lead 113, to lead 106 on said control, and thence to line B in the manner heretofore described, through safety switch A9, lead 107, solenoid 10S, to line B, the effect being that solenoid 108 is again energized to close the scoop motor circuit, causing the latter to continue its operation and that of its control. 51 until the circuit is broken between lead 86 and lead 113 in the scoop control 51, whereupon, the parts coast to the position shown by the line X of scoop control 51. As will be seen, this circuit is completed only when the carriage control has reached a predetermined position, so that the operation of the scoop motor to aright the scoops vis timed by the carriage operation, thus insuring the beginning of the scoops-arighting operation at the proper time.

As shown in Fig. 8, the scoops-arighting operation is followed by the closing of the wings, and these two operations are shown as overlapping. This effect is produced through the completion of a circuit from line A to line B as follows: line A, lead S2, master controller 15, lead 114, scoop control 51, lead 115, wing control 17, lead 93, point S3, of wing manual control 41, lead 91, solenoid 92, to line B, thus energizing solenoid 92 and closing the wing motor circuit to operate the wing mechanism to close the wines. The closing of this circuit begins the second operation of the wing motor, which through the completion of the circuit between leads 114 and 115 in the scoop control, causes the latter to provide a timing element in the operation of the wing motor, and since the circuit is completed prior to the end of the scoop control movement, an overlapping in theoperations of the wing and scoop motors is provided.

nasmuch as the scoop motor completes its operation before the completion of the I wing-closing operation, the wing motor circuit is rearranged to continue the operation started when the circuit was completed in the scoop control. This rearrangement is provided by breaking the circuit just described within the wing control, the break being between leads 115 and 93, the rearranged circuit following that of the original circuit for the wing motor, viz., from lead line A to line B as follows: line A, lead S2, master controller 45, lead 9-l,.wing control 47, lead 9er-a, lead 93, point 83 on wing manual control, lead 91, solenoid 92, to line B. This rearrangement is provided without stopping the wing motor operation, the break being small to permit the coasting action to carry the wing control to a point where the rearranged circuit becomes effective. As will be seen, this wing motor operation is timed as to commencement by the scoop control, and, consequently, absolute surety is had that the scoop mechanism will be in a predetermined position before any action is had in connection with the closing of the wings. continues untilthe circuit is broken through the leads in the wing control, the parts coasting to a position which leaves the makeand-break devices on theline Y of wing control 47, the position of this control at the starting of the cycle of operations being described. During the latter part of the travel of the wing control to this position, a circuit is established to start the feeder operation (indicated at P in Fig. 8), which overlaps the wing-closed operation, as shown in said ligure. This circuit leads from line A to line B as follows: line A, lead S2, master controller 45, lead 9G, wing control 17, lead 11G, to a point 1165L on feeder motor control 46, lead 116, point 11Gc on feeder manual control 14, lead 116, solenoid 118, to line B, thus closing the motor circuit for the feeder motor and starting the feeder operation. Since the completion of this circuit is within the wing control, it will be understood that the latter control provides a timing element in the starting of the feeder action; however, the movement of the wing control 47 causes this circuit to be broken This wing motor operation between leads 96 and 116 in said wing control, and the continued action on the feeder motor is provided by arearranged circuit which leads from line A to line B as vfollows: line A, lead 117, feeder control 46, lead 116D, point 116, lead 1161, solenoid 118, to line B, this circuit continuing the operation of the feedermotor until the control 46 automatically breaks it in the operation vof the apparatus. As will be seen, this cycle of operations is controlled automatically throughout, the only manual operation required being at the beginning, and that being provided in order that the'time when the charging operation shall take place may be entirely under the control of the operator. During this cycle, the scoops (in which the charge had been placed by the operation vof the preceding cycle) are entered into the retort to be charged without liability of damage to the equipment, are inverted to place the charge in position within the retort, are withdrawn, are again provided with a charge ready for the neXt cycle. As will be understood,'safety devices, etc.,'control the various operations so as to prevent action which wouldtend to damage the equipment', these all operating independently of any manipulation by the operator and thus eliminating the human element in this cycle of operations. During this automatic operation of the cycl'e,`it will be noted that the carriage Vmotor has operated in both directions, while the wing, scoop, and feeder motors have operated in one direction only, the parts being so arranged as to permit this result to be obtained. However,"it maybe found necessary, during the operation of the machine or for testing purposes, to reverse the direction of wing and scoop motor travel, or to provide for independent action of motors, and this action is provided by the use of the manual controls and the master controller, the latter being shifted in order to permit the various manual controls to be operated (all of the manual controls, with the exception ofthe wingcontrol 41, being out of circuit when the master controller is in the automatic position indicated at R in Fig. 210). These various non-automatic operations are provided by the following manipulations: When it is desired tomanipulate the wings without reference to the remaining parts, the master controller is moved to the position indicated at S, thus providing circuit connections from lead line Ato point 84 of the wing manual control 41 as follows: line A, lead 82, master controller 45, lead 90, to point 84. 1f the lever of control 41 be moved to connect points'83 and 84, the circuit will be continued from point 84 to point 83, lead 91, solenoid k92, to line B, thus completing the motorV circuit to drive the wing motor in the direction employed in the automatic operation. If Vthe handle of the control 41 be moved to connect point control'of thecarriage independently of the automatic cycle, the master controller 45 is first moved to the position indicated at S which enables'the wing mechanism to be operated, andthe wing motor circuit 'is closed, as previously described, to move the wings to open position. When in this position, the master controller 45is then shifted tothe position indicated at T which has the effectof completing ajcircuit to point 42a of the carriage manual control as follows: line ,ilead 82, master controller`45, lead 140,

to point y42a.l If the handle ofthe manual control-42 be moved to connect points 42a and 42h, a circuit t0 line B will be completed from point 42a through point'42b, lead 141, to the -switch 71, lead-97, make-and-break device 69, lead 98,- point 99, lead 100, tothe carriage safety switch 48, lead 101, solenoid 102, to linejB, any attempt to move vthe carriage with the wings closed would cause damage to parts ofthe equipment, and it is necessary that the wings be raised in ad# vance of any movement of the carriage. 1f the handle of the manual control 42 Vbe moved'infv'a direction to connect point 42a with'- point 42C, the circuit from point 42a to line B will be completed through point 42C, lead109, to carriage safety switch 48,'lead 111, solenoid 112, to line B, thus reversingthe direction of voperation of the carriage motor, aresult intended to move thecarriage to its carriageback position.` This latter operation is one which may be brought into use as an emergency, in case of difliculty being'enf countered during the forward movement of th'efscoops into thefretort or during the in-v verting movement ofthe scoops. If diflicultybe had at any time during these `operations under the vautomatic action, the operator -Inay 'move the master controller to the position indicated atlT (the wings having been raised under the automatic Operation), and immediately/,connect vpoints 42a and 42` of the manual control 42,with the result that the carriage motor will .be reversed and the carriage withdrawn regardless of the particular portion of the preceding operations which may be taking place, thus withdrawingr the scoops and preventingftheir destruction by the intense heat of the retort. As indicated, this carriage-forward circuit would include the make-and-break` device 69. As heretofore pointed out, this latter can be by-passed by the use of the switch mechanism shown in Fig. 5 which is manually manipulated and which would act to connect lead 141 direct to lead 100 in the switch 71, thus enabling the machine to be tested when away from the retort.

Should it be desired to operate the scoop mechanism separately from the automatic operation, the wings are first raised, after which the master controller is moved to the position indicated at U, the result being that a circuit is completed to the point 43L of manual control 43 as follows: line A, lead 82, master controller 45, lead 142,- to point 43a. If the handle of the control 43 is moved to connect point 43L with point 43", the circuit from point 43a to line B will be completed through point 43h, lead 143, to scoop safety switch 49, lead 107, solenoid 108, to line B, the wing mechanism having been operated to raise the wings in order that no damage to equipment may be provided by the scoop-turning operation, this wing-raising movement having the effect of placing the safety switches 48 and 49 in proper positions for completing the circuits. The circuit just described will close the motor circuit to operate the scoop motor in the direction of automatic travel. Should the handle of control 43 be moved to connect point 43FL with point 43C, the circuit from point 43a to line B with be completed through point 43, lead 144, to scoop safety switch 49, lead 145, solenoid 146, to line B, thus completing the motor circuit to operate the scoop motor in the reverse direction, and enabling the scoops to be returned to a proper position without completing the entire cycle of scoop operation.

Should it be desired to operate the feeder yindependent of the remaining mechanism,

the master controller is moved to the position indicated at V, thus establishing a circuit to point 44EL ofy control 44 as follows: line A, lead 82, master controller 45, lead 147, to point 44a. Should the handle of control 44 be moved to connect point 44A with point 116, the circuit to line B will be completed from point 44a through point 116C, lead 1161, solenoid 118, to line B, thus completing the motor circuit'to the feeder motor.

As will be readily understood, these manual operations thus described, are independent of the automatic controls 46, 47, 50 and 51, the latter taking up the work when the master controller is moved to the automatic position indicated at R.

As will be readily seen, the general arrangement of partsand the arrangement of control and safety devices provides for an operation of the charging and discharging mechanism in such manner as to tend to eliminate liability of damage to the equ1pment, while the entire operation is under the control of a single operator, the various inter-control features reducing the labor as well as the necessity for careful attention to the complete detailed operations on the part of the operator, as well as reducing liability of error on his part.

Vhat we claim is l. A carriage, a platform frame on the carriage, a fuel charging and discharging device on the platform frame, a motor therefor, a motor operated closure for the charger and discharger, a feeder for the charger, a motor therefor, a circuit common to all the motors, anda masterfcontroller for the circuit adapted to control all of said motors.

2. A carriage, a platform frame on the carriage, a fuel charging and discharging device on the platform frame, a motor therefor, a motor operated closure for the charger and discharger, a feeder for the charger, a motor therefor, a circuit common to all the motors, a master controller for the circuit, motor driven means for imparting a vertical movement to the platform frame, and a circuit therefor independent of the first circuit.

3. A carriage, a platform frame on the carriage, a fuel charging and discharging device on the platform frame, a motor therefor, a motor operated closure for the charger and discharger, a feeder for the charger, a motor therefor, a circuit common to all the motors, a mastercontroller for the circuit, motor driven means for imparting a vertical movement to the platform frame, a circuit therefor independent of the first circuit, a motor for the carriage, and a circuit therefor.

4. A carriage, means for receiving a charge, means for discharging the charge from the receiving means, means for imparting a reciprocating movement to the discharge means, controlling means common to and controlling the operations of the receiving means, discharging means and said movement-imparting means for providing a predetermined cycle of operations to the several means, and means controlling the starting of such cycle.

5. In combination with a gas retort having a support, a carriage, a vertically reciprocatory frame on the carriage, discharging means on the vertically reciprocatory frame, and coacting means on the retort support and carriage to indicate when the carriage is in positionv to permit operation of the charger and discharger. v

6. In combination with a stack of gas benches, retorts therein, a carriage, a vertically reciprocatory frame on the carriage, charger and' discharger means on the vertically reciprocating frame, and coactingn llt means on the stack and carriage to control lthetimel of operation of the charger" and discharger. y

7. In combination With astack of gas benches, retorts therein, a carriage, a vertically reciprocatory..frameon the carriage, a charger and dischargeiyon thezreciprocatory frame,motor operated Wings for the charger vand discharger, and coacting means on the riage, Wing elements adjacentthe charging and discharging device,-means for permitting said Wing means to operate, and means for preventing said Wing means from operating ivhen said charge and discharge mechanism is out of predetermined positions.

10. In a charging and discharging apparatus for gas retorts, travel mechanism for controlling movements of theapparatus lengthwise ofv a stack of retorts, a carriage, a vertically reciprocatory frame, av charging and discharging means carried by the vertically reciprocatory'fframe, means for admitting fuel to thecharging mechanism, means for discharging fuel therefrom, and means for permitting a ydischarge of the fuel only at definitely spaced intervals along the apparatus path of travel.

11. In combination With a gas generator, of a discharging and charging apparatus therefor comprising a movable frame, a combinedA charger and discharger carried on said frame, an electricmotor 'for moving the frame, an electric motor for the charger and discharger, electrical alinement indicating means forV the charger and discharger carried on the frame,`contact means on the frame and coacting contact means on the generator, said contact means constituting make and break means for the circuit leading to the motor for the charger and discharger, and a common source of current 'for the motors and alinement indicating means.

v12.1n gas generating apparatus and .in combination, a retort`structure, a charging machine adapted to introduce charges of coal thereinto, and indicatingmeans on the ycharging machine, said retort structure and charging machine having complemental means adapted-to coperate With-the indicating means during travel ofthe machine lengthwise ofA the structure Atoautoinia'tically produceoperations Aof the indicating means to indicate the positionof the charger relatively to a predetermined'v retort.

. 13. The combination With a retort structure Aand a charging machine adapted toV -travelv to and .frolengthwise of and relatively'to the structure, ofmeans, including indicating mechanism, for automatically providing a visual-indication on the chargingmachine of therelative positions of the machine charger and a predetermined retort,V

saidmeans beingcontrolled byv the travel ofthecharging machine, such travel being adapted "to: producel the operations ofv the indicating mechanism.

14.1.The combination with a retort structure,'-and av charging machine adapted'to travel to and fro relatively-.to the structure, of means for automatically-*providing a visual indication on the charging machinel of the relative positions ofthe machine charger anda predetermined retort, said'means'including a pluralityof signals rendered active. individually iby the-travel of the machine. v

15.1The combination'vvith afretortstructure; and a charging. machine adapted to travel to and fro relatively to the structure,

activity of either signal being dependenty uponA the particular relative positions of the charger andthe retort. y

16. The combination vvith a retort structure, and a ychargingfmachine adapted `to travel to and fro relatively to the structure, of meansv for providing a visual indication on the charging vmachine of the relative positions of the machine charger and a predetermined retort, said means 'including a plurality'of signals carried by the charging machine, and coperating mechanism on the machine" and structure adapted to render the signals active individually by the travel of the charging machine. f

17. The combination With a retort structure, and a charging machine adaptedto travel to and fro relatively to the Vstructure and having a chargeradapted to be introduced into an open retort, of -means rendered-active bythe :travel fof the charging machine for controlling the timefof operation of the charger.

18. The combination with av reto-rt structure, and a charging `machine vadapted to travel to and fro relatively to the structure and having acharger adapted to be introduced into an open retort, off means rendered active by the travel of the .charging machine for .controllingthetime of operation of the charger, said means being edifective to limit the time'of charger activity to periods when the charger is in substantial alinement with the retort.

19. In combination, a retort charging machine having a motor-operated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated mechanism for intermittently closing the conduit leading to the scoop mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide the following successive operations of the mechanism: Remove the inclosing means, move the carriage forward to position the scoop structure in the retort, invert the scoops to dump the charge, return the carriage with the scoops inverted, aright the scoops when the carriage has returned, and return the conduit closing means to closed position.

20. In combination, a retort charging machine having a motor-operated carriage mechanism, a motor-operated scoop mechanism, and a. motor-operated mechanism for intermittently closing the conduit leading to the scoop mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide the following successive operations of the mechanism: Remove the inclosing means, move the carriage forward, to position the scoop structure in the retort, invert the scoops to dump the charge, return the carriage with the scoops inverted, aright the scoops when the carriage has returned, and return the conduit closing means to closed position, and a manual controller for beginning the sequence of operations at will.

21. In combination, a retort charging machine having a motor-operated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated wing mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide an ini-4 tial operation of the wing motor, the circuitv for said motor having make and break points within said carriage and scoop motor controls, whereby the movement of the wing motor will be dependent upon the positions of the remaining mechanisms.

22. In combination, a retort charging machine having a motoroperated carriage mechanism, a motor-operated scoop mechanism, Vand a motor-operated wing mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide an initial operation of the wing motor, the circuit for said motor having make and break points within said carriage and scoop motor controls, whereby the movement of the wing motor will be dependent upon the positions of the remaining mechanisms, and a manual controller for beginning the wing operation at will. i 23. In combination, a retort charging machine having a motoroperated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated wing mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide an initial operation of the wing motor, the circuit for said motor having make and break points within said carriage and scoop motor controls, whereby the movement of the wing motor will be dependent upon the positions of the remaining mechanisms, said wing control being movable with the wing motor.

24:. In combination, a retort charging machine having a motoroperated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated wing mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide an initial operation of the wing motor, the circuit for said motor having make and break points within said carriage and scoop motor controls, whereby the movement of the wing motor will be dependent upon the positions of the remaining mechanisms, said wing control being movable with the wing motor, the movement of said wing control antomatically breaking the circuit through said carriage and scoop controls at a predetermined point in the wing control operation.

25. In combination, a retort charging machine having a motor-operated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated wing mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide an initial operation of the wing motor, the circuit for said motor having make and break points within said carriage and scoop motor controls, whereby the movement of the wing motor will be dependent upon the positions of the remaining mechanisms, said wing control being movable with the wing motor, the movement of said wing control automatically breaking the circuit through said carriage and scoop controls at a predetermined point in the wing control operation, the wing motor circuit being continued active by an Vautomatic rearrangement of the wing motor` circuit.

26. In combination, a retort charging machine having a motoroperatedl carriage mechanism,V a motor-operated scoop mecha- ISO nism,y and a' motor-operated Wing mechay msm, circuits for the motors of said mecha-y nisms, and make and break devices in said circuits for automatically controlling the operations of said motors to provide an initial Wing motor operation.

27. In combination, a retort charging machine having 'a motor-operated carriage mechanism, a motor-operated scoop mechanism, and a motor operated Wing mechanism, circuits for the motors of said mechnisms, aV master controller, make and break devices in said circuits for automatically controlling the operationsv of said motors to provide an initial Wing motor operation, and a manual controller for beginning'the Wing motor operation at Will, V'said Wing motor control being movable With vthe Wing motor, with the Wing motor circuit completed through the master controller.

28. In combination, a retort charging machine having a motor operated carriage lmechanism, a vmotor-operated scoop mechanism, and a motor-operated Wing mechanism, circuits for the motors of said mechanisms, a master controller, make and break devices in said circuits :for automatically controlling the operations of said 4motors to provide an initial Wing motor operation, and a manual controller for beginning the Wing motor operation at Will, said Wing motor control being movable with the Wing motor, with theV Wing motor circuit completed through the master controller, said Wing motor circuit also having make and break points in the carriage and scoop motor con'- trols, the Wing motorcontrol being formed to provide for an automatic rearrangement of the wing motor circuitv through the master controller at a predetermined point in they movement of the Wing motor control.

29. In combination, a retort charging machine having a motor-operated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated, Wing mechanism, circuits for the motors of said mechanisms, a master controller, make 'and break devices in vsaid circuits for l automatically controlling the operations of said motors to points in the carriage and scoop motor 'con-v trols, the Wing motor control being formed to provide for an automaticrearrangement of the Wing motor circuit through the master controller 'at a predetermined point 'in the movement of the iving motor control, saidrearrangement including a b-y-passing of the carriage and scoopmotor controls;

' 30. In'combination, a charging machine having a motor-operatedv carriage mecha-l nism, a V motor-operated scoop. mechanism, and a vmotor-operated Wing mechanism, circuits for the'motors of said mechanisms, and Y make .and break devices in said circuits for automatically controlling the -operations ofy said motors, said devices providing an initial movementof the Wing moto-r and its automatic control, the completion oflthe circuit for the carriage motor being dependent upon the movement of the' Wing moto-rcontrol. v i Y n 8l.. In combination, a `charging machine having a motor-operated` carriage mechanism, a motor-operatedscoop ,mechanism and a motor-operated Wing mechanism, cirlcuits for the motors of said 'mechanisms and make and break devices in said circuitsl for automatically controlling the operationsl of. said motors, said devices providing an initial movement l01E the Wing motor `and its automatic control, the completion of the circuit for the carriage motor being Adependent upon the movement ofthe Wing motor'control, saidvving motor circuit hav.` ing make and break points in the controls of the carriageandA scoop motor circuits. i i

In combination, a charging machine f having a motor-operated carriage mecha-- msm, a motor-operated scoop mechanism,

cuits for the motors of said mechanisms, and

make Vand break devices in. said circuits for cuits orthel motors of said mechanisms, and i Vmake andbreak devices in said` circuits for Aautomatically.,controlling the operations of and a motor-operated Wing mechanism, cirsaid motors, said devices providing an initial movementof the Wing motor and'its automatic control, said Wing motor control havinga make and break device in the carriage motoncircuit for automatically beginning the. carriage motor operation after the Wingy motor controlhas reached a l predetermined p oint ,in itsV travel, said i 4carriage motor circuit also having a safety switch controlled by the operations lof .the

Wing motor, said switch 4preventing com- '125 pletion of the carriage motor circuit eX- "cepting when,l the Wing" vmechanism is in predetermined position.

34j;j In combination, a charging machine having a motor-operated carriage mechaisa nism,v.a motor-operated scoop, mechanism, and a motor-operated Wing mechanism, circuits for the motors of said mechanisms, andf of said carriage motor circuity through the operation of `said Wing control being dependent u-pon the closing of the circuit at said-latter make andbreak device.

35. Incombination, a charging machine having a motoreoperated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated'vving mechanism, circuits for the motors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of said motors, saiddevices providing an initial-movementof the Wing motor and lits automatic control, saidvving moto-r control' having a makeandbreak device in the carriage motor circuitv for automatically beginning the carriage motor operation after the'vving motor control has reached a predetermined point in its travel, said carriage motor circuit" also having a safety switch controlledby the operations of the Wing motor, said switch preventing completion of the carriager motor circuit' eX- cepting When the Wing mechanism is in predetermined position, and a make and break.

device Within the carriage motor circuit and rendered active and inactive b'y the travel' of the chargingmachine, the activity of said carriage motor circuit thro-ugh the oper-,

ation of said Wing controlbeing dependent uponthe closing of the circuit at said latter make and break device, said safety switch also having make and break points Within the carriage motor circuit to control the completion of this circuit under the action of the Wing control.

36. In combination, a charging machine having a motor-operated carriageY mechanism, a motor-operated scoopmechanism,4 and a motor-operated Wing mechanism, cir-V cuits for the motors of said mechanisms, and make and'break devices in said circuits for automatically controlling the 'operationsv of said motors, said devices providingan initialmovement of the` vvingmotor and its automatic control, said Wing `control having a make and break structure .for the completion of the/carriage motorcircuitat4 a y predetermined point in the travel of, the

Winghcontrohsaid Wing and carriage controls' automatically rearranging the carriage motor circuit to by-passthe Wing control at a predetermined point in the travel of the lat-ter control.

37; In combination, a charging machine having a motor operated carriage mechanism, a motor-operated scoop mechanism, anda motor-operated Wing mechanism, circuits for the motors of .said mechanisms, and make Aand break devices in said circuits for automatically controllingthe operations of said motors, said devices providing an initialmovement of the Wing motor and its automatic control, said Wing control having a make and-.breakstructure for the completion ofthe carriage motor circuit at a predeterminedv point in the travel of the Wing control, said Wing and carriage controls automatically rearranging the carriage e motor circuit to by-pass the Wing control at predetermined points vinthe travel of both controls. 4

38. In combinationa charging machine having a motor-operated carriage mechanism, a motor-operated scoop mechanism, and a motor-operatedvving mechanism, circuits for the motors of 4said mechanisms, and make and break devices in said circuits for automatically controlling the operations ofsaidmotors, lsaid devices providing an initial movement of the Wing motor and its automatic control, said Wing control having a vmake and break `structure for the completion of the carriage motor circuit at a predetermined pointV in the travel of the Wing control, said Wing and carriage controls automatically rearranging the carriage motor circuitA to by-pass the Wing control at a predeterminedlpoint in the travel of the rlatter controlsai`d'initial carriage motor circuit including a make and break device rendered active and inactive by the travel ofthe charging machine, the rearrangement of' said circuit also by-passing this latter-make and break device.

39. In combination, a charging machine lhaving a motor operated carriage mechanism, a motor-operated scoop mechanism, and a motor-operated'vving mechanism, circuits for themotors of said mechanisms, and make and break devices in said circuits for automatically controlling the operations of saidmotors, said'devices providing an initial movementn of the Wing motor and its automatic control, said Wing control having a make and break structure for the completion of the carriage motor circuit at a predetermined point in thetravel of the Wing control, said Wingfand carriage controls automatically rearranging the carriage motor circuit to by-pass the Wing control at a predeterminedpoint in the travel of the latter controlsaid carriage circuit also having a safety switch controlled by the operations nism, a motor-operated scoop mechanism,v

and a motor-operated wing mechanism, 'circuits for the motors of said mechanisms, andV an automatic control element for each of said mechanisms and adapted to operateiin synchronism therewith, said elements having make and vbreak devices lin the various circuits, whereby the movement of oneelement nism, a motor-operated scoop mechanism,

and a motor-operated wingmechanism, circuits for the motors of saidmechanisms, and anautomatic control element for each. of saidmechanisms and adapted to operate in Y synchronism therewith, Said-'elements having make and break devices inthe various circuits, whereby the movement ot one .element will be dependent upon the positions of the control elements offother mechanisms,

and a master controller, certain of said control elements and the master controller `hav,-V ing devices adapted to automatically rearrange motor circuits during theA movement of'an element. Y

42. In combination acharging machine having a motor-operated carriage mecha'- nism, a motor-operated scoop mechanism,

and a motor-operated wing mechanism, cir-y cuits for the motors of said mechanisms, and

an automatic control element Vfor each of said mechanisms and adaptedV to operateV in synchronism therewith, said elements hav-v ing make and break devices in the various circuits, whereby the movement of one element will be dependent upon the positions of the control elements of other mechanisms,y and a master controller, certain ofsaid control elements `and the master controller hav-1 ing devices'adapted to automatically rear-'f range motor circuits duringV the movement4 of an element, said rearrangingaction serving to by-pass interlocking contro-ls..

' 43. In combination, a retort charging machine having' motor-operated carriage mechanism. motor-'operated scoop mechanism and motor-operated wing mechanism, circuitsfor' the motors of said mechanisms,"a master controller, and an automatic control ele` ment for each oi said mechanisms and adapted to be moved in synchronism with'the I h mentsto the wing motor during a complete movements of said mechanism, the wing motor circuit having make and break devices inY each of said controls. y "44. In combination, a retort charging maing mechanisms.

motoroperatedj wing mechanism, .circuits for'the motors of saidmechanisms, a master controller, and an automatic control element for each Yof said mechanisms and adapt.

trol element having means cooperating With` the master controller for automaticallyrearranging the wing motor circuit during the travel of said control element after completion Aof thev wing motor circuit.

Y. 45. In combination a retort charging machine having motor-operated carriagemechanism, inoto-r-operated scoop mechanism and motor operated wing mechanism, circuit,` for the motors of said =mechanis1ns,'a masterj controller, andan-automaticv `control element foreach of said mechanisms and adapted to be'V moved in :synchronism with the movements of said mechanisms,y the wing motor circuit having make and bre'akndevices in eachof` vsaid controls, the wing control element having means cooperating with the master controller for automatically rearranging the vWing-motor vcircuit during the travel of said control element after completion of the wing motor circuit, said rearrangement of `the wing motor circuitbeing operative Ato by-pass the make and break devices of that circuit inthe control .elements of thesother mechanismssi 46. In combination, affretort charging ma:

chine having motor-operated carriage mech-k anism, jinotor-'operated scoop mechanism and motor-operated Wing mechanism, circuits for themotors of said mechanisms,a mas-y ter controller, andan automatic control. ele-s` `ment for each o-said mechanisms'and adapted to-be moved in synchronism with the movements ofsaidA mechanisms, saidwing control element having make and break devices `for the wing-.motor circuit, said delvices acting to provide spaced-apart-movements to the wing motor during Va complete ed to bemoved in synchronism with the movements of said mechanisms,'said wing control element having make and break de- -vices for the wing motorfcircuit, said de-l vices acting-to--provide spaced-'apart movecycle of wing control'element operation, the time length of the period between wing motorcpe'rations being controlled by movements of the control elements of the remain- 

